Methods and apparatus for varying a trim of a vehicle

ABSTRACT

Methods and apparatus for varying a trim of a vehicle are provided. A nose cone assembly for a vehicle includes an angle cone portion and a nose cone portion rotatably coupled to the angle cone portion. The angle cone portion and the nose cone portion are arranged such that a plane of rotation between the angle cone portion and the nose cone portion is slanted at an angle relative to a plane perpendicular to a long axis of the vehicle. The angle cone portion rotates relative to the vehicle body about the long axis. The nose cone portion rotates relative to the angle cone portion about an axis normal to the plane of rotation. A tip of the nose cone portion varies in position relative to the long axis of the vehicle based on the rotation of the angle cone portion and the rotation of the nose cone portion.

CROSS-REFERENCES TO RELATED APPLICATIONS

The present application claims the benefit of U.S. Provisional PatentApplication Ser. No. 61/432,167, entitled “VARIABLE TRIM, THREE AXISCONTROL,” filed on Jan. 12, 2011, and U.S. Provisional PatentApplication Ser. No. 61/432,166, entitled “ARTICULATING BODYMECHANIZATION,” filed on Jan. 12, 2011, which are both herebyincorporated by reference in their entirety for all purposes.

STATEMENT AS TO RIGHTS TO INVENTIONS MADE UNDER FEDERALLY SPONSOREDRESEARCH OR DEVELOPMENT

Not Applicable.

FIELD

The present invention generally relates to vehicle control and, inparticular, relates to methods and apparatus for varying a trim of avehicle.

BACKGROUND

Various fixed trim methods for controlling supersonic glide vehicles mayeither lack three axis control, which limits vehicle controllability andmission flexibility, or may constrain vehicle design to asymmetricheatshields and complicated flap heat management schemes that are costlyin terms of weight and volume. These limitations may affect the accuracyand effectiveness of missions that the vehicles can support, such as byreducing the effective payload the vehicles can deliver.

SUMMARY

According to various aspects of the subject technology, variable trimcapability may be added to vehicles and/or vehicle control systems.Variable trim may be achieved by changing the nose bend angle of avehicle to minimize control flap deflections and reduce asymmetricheating on a heatshield. In some aspects, the trim of a vehicle may bevaried in either multiple trim planes or in a single defined plane ofmotion for more accurate, efficient and effective control and design ofvehicle aerodynamic control and thermal protection systems. In someaspects, articulating vehicle elements may be used to provide variabletrim capability for a vehicle. In this regard, non-complex and efficientmethods and apparatus for controlling an articulating body withrotational segments are provided.

According to various aspects of the subject technology, a nose coneassembly for a vehicle is provided. The nose cone assembly comprises anangle cone portion configured to rotatably couple to a body of thevehicle. The nose cone assembly also comprises a nose cone portionrotatably coupled to the angle cone portion. The angle cone portion andthe nose cone portion are arranged such that a plane of rotation betweenthe angle cone portion and the nose cone portion is slanted at an anglerelative to a plane perpendicular to a long axis of the vehicle. Theangle cone portion is configured to rotate relative to the body aboutthe long axis of the vehicle. The nose cone portion is configured torotate relative to the angle cone portion about an axis normal to theplane of rotation. A tip of the nose cone portion is configured to varyin position relative to the long axis of the vehicle based on therotation of the angle cone portion and the rotation of the nose coneportion.

According to various aspects of the subject technology, a method forvarying a trim of a vehicle is provided. The method comprises providingan angle cone portion for rotating the angle cone portion relative to abody of the vehicle about a long axis of the vehicle. The angle coneportion is configured to rotatably couple to the body. The method alsocomprises providing a nose cone portion rotatably coupled to the anglecone portion for rotating the nose cone portion relative to the anglecone portion. The angle cone portion and the nose cone portion arearranged such that a plane of rotation between the angle cone portionand the nose cone portion is slanted at an angle relative to a planeperpendicular to the long axis of the vehicle. The nose cone portion isconfigured to rotate about an axis normal to the plane of rotation. Atip of the nose cone portion is configured to vary in position relativeto the long axis of the vehicle based on the rotation of the angle coneportion and the rotation of the nose cone portion.

According to various aspects of the subject technology, an airbornevehicle is provided. The vehicle comprises a body and a nose coneassembly. The nose cone assembly comprises an angle cone portionrotatably coupled to the body. The nose cone assembly also comprises anose cone portion rotatably coupled to the angle cone portion. The anglecone portion and the nose cone portion are arranged such that a plane ofrotation between the angle cone portion and the nose cone portion isslanted at an angle relative to a plane perpendicular to a long axis ofthe vehicle. The angle cone portion is configured to rotate relative tothe body about the long axis of the vehicle. The nose cone portion isconfigured to rotate relative to the angle cone portion about an axisnormal to the plane of rotation. A tip of the nose cone portion isconfigured to vary in position relative to the long axis of the vehiclebased on the rotation of the angle cone portion and the rotation of thenose cone portion.

According to various aspects of the subject technology, an apparatus fordriving rotational elements of a vehicle is provided. The apparatuscomprises a first driving member configured to rotate a first rotationalelement of the vehicle relative to a body of the vehicle. The apparatusalso comprises a second driving member. The second driving membercomprises a drive structure rotatably coupled to the body. The seconddriving member also comprises a gimbal element coupled to the drivestructure via a first joint pin. The gimbal element is configured tocouple to a second rotational element of the vehicle such that when thedrive structure is rotated relative to the body, the second rotationalelement rotates relative to the first rotational element. The gimbalelement is configured to pivot about the first joint pin relative to thedrive structure based on the rotation of the first rotational elementand the rotation of the second rotational element.

According to various aspects of the subject technology, a method fordriving rotational elements of a vehicle is provided. The methodcomprises providing a first driving member for rotating a firstrotational element of the vehicle relative to a body of the vehicle. Themethod also comprises providing a second driving member comprising adrive structure for rotating the drive structure relative to the body.The second driving member further comprises a gimbal element. The drivestructure is coupled to the gimbal element via a first joint pin. Thegimbal element is coupled to a second rotational element of the vehiclesuch that when the drive structure is rotated relative to the body, thesecond rotational element rotates relative to the first rotationalelement. The gimbal element is configured to pivot about the first jointpin relative to the drive structure based on the rotation of the firstrotational element and the rotation of the second rotational element.

According to various aspects of the subject technology, an apparatus forvarying a trim of a vehicle is provided. The apparatus comprises anangle cone portion configured to rotatably couple to a body of avehicle, a nose cone portion rotatably coupled to the angle coneportion, and a first driving member configured to rotate the angle coneportion relative to the body. The apparatus also comprises a seconddriving member. The second driving member comprises a drive structureconfigured to rotatably couple to the body. The second driving memberalso comprises a gimbal element coupled to the drive structure via afirst joint pin. The gimbal element is further coupled to the nose coneportion such that when the drive structure is rotated relative to thebody, the nose cone portion rotates relative to the angle cone portion.The gimbal element is configured to pivot about the first joint pinrelative to the drive structure based on the rotation of the angle coneportion and the rotation of the nose cone portion.

Additional features and advantages of the subject technology will be setforth in the description below, and in part will be apparent from thedescription, or may be learned by practice of the subject technology.The advantages of the subject technology will be realized and attainedby the structure particularly pointed out in the written description andclaims hereof as well as the appended drawings.

It is to be understood that both the foregoing general description andthe following detailed description are exemplary and explanatory and areintended to provide further explanation of the invention as claimed.

BRIEF DESCRIPTION OF THE DRAWINGS

The accompanying drawings, which are included to provide furtherunderstanding of the subject technology and are incorporated in andconstitute a part of this specification, illustrate aspects of thesubject technology and together with the description serve to explainthe principles of the subject technology.

FIG. 1A illustrates a side view of a forward portion of a vehicleequipped with variable trim capability, in accordance with variousaspects of the subject technology.

FIG. 1B illustrates a cross-sectional view of a vehicle with flaps thatprovide pitch, yaw, and roll control, in accordance with various aspectsof the subject technology.

FIG. 1C illustrates a cross-sectional view of a nose of a vehicle, inaccordance with various aspects of the subject technology.

FIG. 2 illustrates an example of a graph comparing the flap deploymentangles between a vehicle having a fixed trim and a vehicle havingvariable trim capability, in accordance with various aspects of thesubject technology.

FIG. 3A illustrates an example of a vehicle with a fixed trim.

FIG. 3B illustrates an example of a vehicle equipped with variable trimcapability, in accordance with various aspects of the subjecttechnology.

FIG. 4 illustrates a side view of a nose of a vehicle, in accordancewith various aspects of the subject technology.

FIGS. 5A, 5B, and 5C illustrate side views of a nose cone portion and anangle cone portion rotated at various positions, in accordance withvarious aspects of the subject technology.

FIG. 5D illustrates an example of the motion of a tip of a nose coneportion, in accordance with various aspects of the subject technology.

FIG. 6 illustrates an example of a method for varying a trim of avehicle, in accordance with various aspects of the subject technology.

FIGS. 7A and 7B illustrate side views of a first driving member and asecond driving member used to drive an angle cone portion and a nosecone portion, respectively, in accordance with various aspects of thesubject technology.

FIG. 8A illustrates a side view of a second driving member while FIG. 8Billustrates a top view of the second driving member, in accordance withvarious aspects of the subject technology.

FIG. 9 illustrates an example of a method for driving rotationalelements of a vehicle, in accordance with various aspects of the subjecttechnology.

FIG. 10 is a block diagram illustrating components of controller 1000,in accordance with various aspects of the subject technology.

DETAILED DESCRIPTION

In the following detailed description, numerous specific details are setforth to provide a full understanding of the subject technology. It willbe apparent, however, to one ordinarily skilled in the art that thesubject technology may be practiced without some of these specificdetails. In other instances, well-known structures and techniques havenot been shown in detail so as not to obscure the subject technology.

Variable Trim

FIG. 1A illustrates a side view of a forward portion of vehicle 10equipped with variable trim capability, in accordance with variousaspects of the subject technology. As shown, vehicle 10 is a projectile(e.g., a missile). However, the variable trim capability may be appliedto other suitable types of vehicles such as aircraft, boats,automobiles, and spacecraft/aerospace vehicles (e.g., reentry vehicles).Vehicle 10 comprises nose 18 (e.g., a nosecone, which may also bereferred to as a forecone or a nose cone assembly) and one or more flaps14. FIG. 1B illustrates a cross-sectional view of vehicle 10 and the oneor more flaps 14, in accordance with various aspects of the subjecttechnology. The one or more flaps 14 may deploy outwardly away from abody of vehicle 10 for maneuvering vehicle 10 (e.g., to provide de-spin,pitch, yaw, and/or roll control).

However, when the one or more flaps 14 are deployed, air friction isgenerated, thereby causing heat to be incurred by vehicle 10. Greaterdeployment of the one or more flaps 14 may create more heating on theone or more flaps 14 specifically, which may be minimized by thevariable trim. A secondary effect of the one or more flaps 14 is thatthey may increase the vehicle angle of attack (AOA), and thus exaggeratewindward side heating. But this increased AOA may in some instances bethe desired effect whether achieved by the one or more flaps 14 or thevariable trim.

According to certain situations, deploying the one or more flaps 14 at agreater angle from the body of vehicle 10 may cause greater air frictionto be generated, thereby causing even more heat to be incurred byvehicle 10. Thus, a thick heatshield may be needed to protect vehicle 10from the heat incurred by vehicle 10. According to certain aspects, thevariable trim capability provides adjustable trim and lift control forvehicle 10, thereby allowing use of the one or more flaps 14 to beminimized when maneuvering vehicle 10. FIG. 1C illustrates across-sectional view of vehicle 10 and nose 18, in accordance withvarious aspects of the subject technology. As shown, nose 18 of vehicle10 may vary in position relative to long axis 32 of the vehicle 10, suchas along in a single defined trim plane (e.g., the constant trim/pitchplane shown in FIG. 1C). This may sometimes be referred to as a“bending” of nose 18. In one example, nose 18 may be bent up relative tolong axis 32 in order to provide more lift for vehicle 10 and increasethe AOA of vehicle 10. Providing the variable trim capability forvehicle 10 may lower the angles at which the one or more flaps 14 aredeployed by a factor of three to four compared to vehicles that havefixed trims. This is because in some aspects, the one or more flaps 14are not relied upon to produce changes in the trim AOA for vehicle 10.

FIG. 2 illustrates an example of a graph comparing the flap deploymentangles between a vehicle having a fixed trim (e.g., having a fixedforecone bend) and a vehicle having variable trim capability (e.g.,having a variable forecone bend), in accordance with various aspects ofthe subject technology. This graph demonstrates that the variable trimvehicle uses less flap control deployment than the vehicle having thefixed trim, thereby subjecting the flap control system to a lesserheating environment to achieve the same mission objectives as the fixedtrim vehicle design. The flap deployment angles for the vehicle havingthe fixed trim are greater in magnitude than the flap deployment anglesfor the vehicle having the variable trim capability. For the vehiclehaving the fixed trim, the one or more flaps 14 are deployed tocounter-act the lift (e.g., for glide insertion through impact)generated as a result of the fixed forecone bend. The one or more flaps14 remain deployed even at the end of the flight, as shown in FIG. 2.For the vehicle having the variable trim, a three degree forecone bendis employed during early pull out but finishes with a zero degreeforecone bend (e.g., for glide insertion). Besides during the early pullout, the vehicle having the variable trim employs forecone bend anglesat less than the three degree forecone bend of the fixed trim vehicle(e.g., at forecone bend angles of zero, two, zero, one, and zero degreesduring the course of the flight). Thus, compared to the vehicle havingthe fixed trim, the one or more flaps 14 of the vehicle with thevariable trim do not need to be deployed at as great of an angle tocounter-act the lift generated as a result of the variable foreconebends.

According to certain aspects of the subject technology, the variabletrim capability of a vehicle also allows for balanced thermal loading,thereby permitting a thinner and/or more symmetrical heatshield for thevehicle when compared to vehicles with fixed trims. FIG. 3A illustratesan example of vehicle 20 with a fixed trim (e.g., nose 22 of vehicle 20is bent up at a fixed angle from long axis 33 of vehicle 20). Becausenose 22 of vehicle 20 is bent up relative to long axis 33 of vehicle 20,a greater amount of air makes contact with the windward side of vehicle20 (e.g., also referred to as windward phi and is shown in FIG. 3A asthe bottom side of vehicle 20) than the opposing side of vehicle 20(e.g., the top side of vehicle 20 as shown in FIG. 3A). Thus, thewindward side of vehicle 20 incurs more heat than the opposing side. Asa result, heatshield 24 b of vehicle 20, which is disposed on thewindward side, is thicker than heatshield 24 a, which is disposed on theopposing side. Thus, vehicle 20 has an asymmetric heatshield (H/S). Therespective dimensions of heatshields 24 a and 24 b are shown in FIG. 3A.

FIG. 3B illustrates a side view of the forward portion of vehicle 10equipped with variable trim capability, in accordance with variousaspects of the subject technology. Unlike vehicle 20, vehicle 10comprises a thinner heatshield 16 that is also distributed symmetricallyabout long axis 32 of vehicle 10. The dimensions of heatshield 16 areshown in FIG. 3B. The variable trim capability of vehicle 10 allows thewindward side of vehicle 10 to be changed to other sides of vehicle 10.According to certain aspects, should the windward side of vehicle 10become too hot, vehicle 10 may be rolled about its long axis 32 (e.g.,180 degrees) and nose 18 may be adjusted accordingly (e.g., bentrelative to long axis 32 at the same angle in the opposite direction) sothat a cooler side of vehicle 10 becomes the windward side. Vehicle 10may be rolled and nose 18 may be adjusted repeatedly in this manner suchthat no side of vehicle 10 becomes too hot compared to the other sidesof vehicle 10. Thus, vehicle 10 may be equipped with a symmetricalheatshield 16. Furthermore, heatshield 16 may be thinner compared toheatshields 24 a and 24 b of vehicle 20 because the one or more flaps 14of vehicle 10 are deployed at lower angles compared to the one or moreflaps 14 of vehicle 20, which generates less air friction and less heatfor vehicle 10. The examples in FIGS. 3A and 3B illustrate the advantageof having variable trim capability, which results in an approximate 20%reduction in the vehicle heatshield of vehicle 20 as well as a uniformthickness for the heatshield of vehicle 20 compared to the heatshield ofvehicle 10 (e.g., when both vehicle 10 and vehicle 20 are used for thesame mission).

According to various aspects of the subject technology, a nose coneassembly for a vehicle is provided. The nose cone assembly may becomprised of two segments that rotate in opposite directions relative toa vehicle base structure. One of the segments, which may be an anglecone portion, is configured to rotate relative to the vehicle basestructure without producing a bend of the vehicle body and variation oftrim angle. The second segment, which may be a nose cone portion, isconfigured to rotate along a slanted angle relative to the angle coneand provide the bend of the vehicle body about an axis perpendicular toa longitudinal vehicle axis, resulting in a controlled variation of thevehicle trim angle. According to certain aspects, in the event the anglecone portion and the nose cone rotate portion rotate in equal andopposite directions relative to the vehicle structure, the movement ofthe nose cone portion may result in a bend and variable trim of thevehicle body in a single, well defined and constant trim plane. In someaspects, in the event the nose cone portion and the angle cone portionmove in unequal amounts, the resulting nose cone bend and vehicle trimmay move through multiple planes relative to the longitudinal vehicleaxis.

According to various aspects, nose 18 of vehicle 10 is configured toprovide variable trim capability for vehicle 10. FIG. 4 illustrates aside view of nose 18, in accordance with various aspects of the subjecttechnology. Nose 18 comprises base member 26 (e.g., a base cone portion)configured to attach to body 48 of vehicle 10 (e.g., the reentry bodyaft section of vehicle 10). Nose 18 also comprises angle cone portion28, which is rotatably coupled to base member 26. In some aspects, basemember 26 may be integral with body 48 of the vehicle (e.g., may be apart of body 48 of the vehicle). In some aspects, base member 26 isconfigured to couple angle cone portion 28 to body 48 of vehicle 10.Nose 18 also comprises nose cone portion 30, which is rotatably coupledto angle cone portion 28. In some aspects, angle cone portion 28 andnose cone portion 30 are arranged such that plane of rotation 38 betweenangle cone portion 28 and nose cone portion 30 is slanted at an anglerelative to a plane perpendicular to long axis 32 of vehicle 10. Planeof rotation 36 between base member 26 and angle cone portion 28 is anexample of a plane that is perpendicular to long axis 32 of vehicle 10.

Angle cone portion 28 is configured to rotate relative to base member 26about long axis 32 of vehicle 10. Nose cone portion 30 is configured torotate relative to angle cone portion 28 about axis 34, which is normalto plane of rotation 38. According to certain aspects, tip 12 of nosecone portion 30 is configured to vary in position relative to long axis32 of vehicle 10 based on the rotation of angle cone portion 28 relativeto base member 26 and/or the rotation of nose cone portion 30 relativeto angle cone portion 28, thereby providing the variable trim capabilityfor vehicle 10.

According to certain aspects, angle cone portion 28 and nose coneportion 30 are configured to rotate in different directions. Forexample, angle cone portion 28 is configured to rotate relative to basemember 26 about long axis 32 in one of a clockwise direction and acounter-clockwise direction. Nose cone portion 30 is configured torotate relative to angle cone portion 28 about axis 34 in the other ofthe clockwise direction and the counter-clockwise direction. Statedanother way, nose cone portion 30 and angle cone portion 28 areconfigured to rotate in opposite directions, which may result in tip 12of nose cone portion 30 bending relative to long axis 32. According tocertain aspects, angle cone portion 28 and nose cone portion 30 areconfigured to rotate at the same speed. Although angle cone portion 28and nose cone portion 30 are described as rotating in differentdirections and at the same speed, angle cone portion 28 and nose coneportion 30 may rotate in the same direction and/or at different speedsprovided that tip 12 of nose cone portion 30 may vary in a suitableposition relative to long axis 32.

According to certain aspects, tip 12 of nose cone portion 30 moves invarious positions relative to long axis 32 based on the shapes of nosecone portion 30 and angle cone portion 28 and also on the manner inwhich nose cone portion 30 and angle cone portion 28 rotate. In someaspects, nose cone portion 30 and angle cone portion 28 substantiallyform a cone shape when tip 12 of nose cone portion 30 is aligned withlong axis 32 of vehicle 10. In some aspects, proximal end 46 of nosecone portion 30 is in rotatable contact with distal end 44 of angle coneportion 28. A cross-sectional area of proximal end 43 of nose coneportion 30 substantially matches a cross-sectional area of distal end 44of angle cone portion 28. In some aspects, a shape of thecross-sectional area of proximal end 46 of nose cone portion 30 and ashape of the cross-sectional area of distal end 44 of angle cone portion28 are elliptical. In some aspects, nose cone portion 30 and angle coneportion 28 may form other suitable shapes depending on the desired trimfor a particular vehicle.

According to certain aspects, the maximum angle at which tip 12 of nosecone portion 30 is displaced from long axis 32 is based on the magnitudeof the angle at which plane of rotation 38 is slanted relative to aplane perpendicular to long axis 32. For example, the angle at whichplane of rotation 38 is slanted relative to a plane perpendicular tolong axis 32 may be less than or equal to 6 degrees. This may result intip 12 of nose cone portion 30 being displaced at a maximum of 12degrees from long axis 32. The subject technology, however, is notlimited to these angles. In some aspects, the angle at which plane ofrotation 38 is slanted may be adjusted at various magnitudes to obtaindesired degrees of displacement of tip 12 relative to long axis 32. Insome aspects, the angle at which plane of rotation 38 is slanted may bebased on the extent of tapering of proximal end 46 of nose cone portion30 and/or distal end 44 of angle cone portion 28.

According to certain aspects, proximal end 46 of nose cone portion 30 istapered from a first beginning point 54 toward a first end point 50.Distal end 44 of angle cone portion 28 is tapered from a secondbeginning point 52 (e.g., shown in FIG. 4 as in contact with first endpoint 50) toward a second end point 56 (e.g., shown in FIG. 4 as incontact with first beginning point 54). In some aspects, tip 12 of nosecone portion 30 is configured to be displaced at a maximum positionrelative to long axis 32 when the first end point 50 is in contact withthe second end point 56. In some aspects, tip 12 of nose cone portion 30is configured to be aligned with long axis 32 when the first end point50 is in contact with the second beginning point 52.

According to certain aspects, proximal end 42 of angle cone portion 28is in rotatable contact with distal end 40 of base member 26. Across-sectional area of proximal end 42 of angle cone portion 28substantially matches a cross-sectional area of distal end 40 of basemember 26. In some aspects, a shape of the cross-sectional area ofproximal end 42 of angle cone portion 28 and a shape of thecross-sectional area of distal end 40 of base member 26 are circular. Insome aspects, base member 26 and angle cone portion 28 may form othersuitable shapes depending on the desired trim for a particular vehicle.The rotation of angle cone portion 28 and nose cone portion 30, inaddition to the position of tip 12 of nose cone portion 30, will bedescribed in further detail below with respect to FIGS. 5A, 5B, and 5C.

FIGS. 5A, 5B, and 5C illustrate side views of nose cone portion 30 andangle cone portion 28 rotated at various positions, in accordance withvarious aspects of the subject technology. FIG. 5A illustrates therotation of nose cone portion 30 by an equal and opposite rotationalamount compared to the rotation of angle cone portion 28, which producesthe bend of tip 12 to produce trim in a single defined plane. In thisillustrated case, the movement remains in the plane of the paper. In theevent that nose cone portion 30 and angle cone portion 28 move in unqualrotational values, the resultant bend and trim angle may move throughdifferent planes relative to long axis 32. FIG. 5C illustrates therotation of nose cone portion 30 and angle cone portion 28 rotating inopposite directions compared to what is shown in FIG. 5A to produce thebend of tip 12 to produce trim in the opposite direction as produced inFIG. 5A. According to certain aspects, FIG. 5B illustrates that in thecase of equal and opposite rotation of nose cone portion 30 and anglecone portion 28, the vehicle trim illustrated in FIGS. 5A and 5C mayremain in a single defined vehicle trim plane (e.g., plane 60).

In FIG. 5B, tip 12 of nose cone portion 30 is aligned with long axis 32of vehicle 10, thereby producing zero lift. From this position, nosecone portion 30 may be rotated 90 degrees in a clockwise direction andangle cone portion 28 may be rotated 90 degrees in a counter-clockwisedirection such that points c and b of nose cone portion 30, in additionto points D and A of angle cone portion 28, move to the positions shownin FIG. 5A. As a result of this rotation, tip 12 is bent along thedirection illustrated by arrow 58. In some aspects, tip 12 may also bebent in the other direction. Returning to FIG. 5B, nose cone portion 30may be rotated 90 degrees in a counter-clockwise direction and anglecone portion 28 may be rotated 90 degrees in a clockwise direction suchthat points d and c of nose cone portion 30, in addition to points A andB of angle cone portion 28, move to the positions shown in FIG. 5C. As aresult of this rotation, tip 12 is bent along the direction illustratedby arrow 62. According to various aspects of the subject technology, thespeed and/or direction in which nose cone portion 30 and angle coneportion 28 may be adjusted such that tip 12 varies in position relativeto long axis 32 along a single plane 60 that is parallel to long axis32.

The variable trim capability provided by the configuration of nose 18provides various benefits. In some aspects, nose 18 may obviate use ofat least one of hydraulics and one or more hinges to vary the positionof tip 12 relative to long axis 32. Furthermore, a contour of nose coneportion 30, angle cone portion 28, and base member 26 may be continuous,thereby reducing drag. In some aspects, the variable trim capability ofvehicle 10 allows the windward thermal loading to be distributed aroundthe different sides of vehicle 10, in addition to allowing a reductionin thickness of the heatshield of vehicle 10. Furthermore, the variabletrim capability of vehicle 10 may reduce the use of the one or moreflaps 14, thereby simplifying a flap control system used to operate theone or more flaps 14. In some aspects, methods and apparatuses areprovided for varying a trim of a vehicle for more accurate, efficient,and effective control and design of vehicle aerodynamic control andthermal protection systems.

FIG. 5D illustrates an example of the motion of tip 12 of nose coneportion 30, in accordance with various aspects of the subjecttechnology. The bending of tip 12 can either be maintained in a singledefined plane relative to long axis 32 or it can be made to move throughdifferent planes based on the relative rotations of angle cone portion28 and nose cone portion 30. Based on the rotation of nose cone portion30 and angle cone portion 28, tip 12 may move in any desired plane. Insome aspects, if angle cone portion 28 and nose cone portion 30 rotatein opposite directions and at the same speed, tip 12 may bend in asingle plane. In some aspects, in the event that angle cone portion 28and nose cone portion 30 move in unequal rotational values and/or rotateat different speeds, the resultant bend of tip 12 and trim angle maymove through different planes relative to long axis 32. The rotation ofangle cone portion 28 and/or nose cone portion 30 may be adjusted suchthat tip 12 bends in various planes.

FIG. 6 illustrates an example of method 600 for varying a trim of avehicle, in accordance with various aspects of the subject technology.Method 600 comprises rotating an angle cone portion relative to a bodyof the vehicle about a long axis of the vehicle (602). The angle coneportion is rotatably coupled to the body. Method 600 also comprisesrotating a nose cone portion relative to the angle cone portion (604).The angle cone portion and the nose cone portion are arranged such thata plane of rotation between the angle cone portion and the nose coneportion is slanted at an angle relative to a plane perpendicular to thelong axis of the vehicle. The nose cone portion is rotated about an axisnormal to the plane of rotation. Method 600 also comprises varying aposition of a tip of the nose cone portion relative to the long axis ofthe vehicle based on the rotating the angle cone portion and therotating the nose cone portion (606).

Articulating Body Mechanization

According to various aspects of the subject technology, methods andapparatus are provided to drive rotational elements of a vehicle, suchas nose cone portion 30 and angle cone portion 28. In some aspects, themethods and apparatus provided for driving rotational elements may beimplemented for vehicles that use articulating members or vehiclesections, such as, for example and without limitation, aircraft, boats,automobiles, projectiles, and spacecraft/aerospace vehicles.

In some aspects, an apparatus for driving rotational elements of avehicle comprises a driving member configured to rotate a firstrotational element (e.g., an angle cone) of the vehicle relative to abody of the vehicle structure. In some aspects, a second driving membermay drive and rotate a second rotational element (e.g., a nosecone) inthe opposite direction of the first rotational element relative to thebody of the vehicle structure. In some aspects, the second drivingmember may comprise a gimbal element coupled to a drive structure viauniversal joint pins that constrain the movement of the secondrotational element to bend the second rotational element relative to thevehicle structure such that the movement of the second rotationalelement can be either maintained within a single defined trim plane, orin multiple planes relative to the vehicle axis.

FIGS. 7A and 7B illustrate side views of first driving member 64 andsecond driving member 66 used to drive angle cone portion 28 and nosecone portion 30, respectively, in accordance with various aspects of thesubject technology. First driving member 64 is coupled to base member 26and is configured to rotate angle cone portion 28 relative to basemember 26. Second driving member 66 is also coupled to base member 26and configured to rotate nose cone portion 30 relative to base member 26and/or angle cone portion 28.

In some aspects, first driving member 64 is configured to rotate anglecone portion 28 relative to base member 26 in one of a clockwisedirection and a counter-clockwise direction. Second driving member 66may be configured to rotate nose cone portion 30 relative to angle coneportion 28 in the other of the clockwise direction and thecounter-clockwise direction. According to certain aspects, first drivingmember 64 is configured to rotate angle cone portion 28 at the samespeed as second driving member 66 rotates nose cone portion 30. Althoughfirst driving member 64 and second driving member 66 are described asrotating different rotational elements in different directions and atthe same speed, first driving member 64 and second driving member 66 mayrotate different rotational elements in the same direction and/or atdifferent speeds.

FIG. 8A illustrates a side view of second driving member 66 while FIG.8B illustrates a top view of second driving member 66, in accordancewith various aspects of the subject technology. Second driving member 66comprises actuator 68 coupled to base member 26. In some aspects,actuator 68 is configured to rotate nose cone portion 30 through agimbaled pin assembly while angle cone portion 28 is rotated by firstdriving member 64. In some aspects, the gimbaled pin assembly may allownose cone portion 30 to follow the slant angle (e.g., of plane ofrotation 38) as defined by the position of angle cone portion 28.

According to certain aspects, second driving member 66 also comprisesdrive structure 70 coupled to actuator 68. In some aspects, actuator 68is configured to rotate drive structure 70 (e.g., which may be referredto as an inner shell assembly) relative to base member 26. Seconddriving member 66 also comprises gimbal element 72 and first joint pin74 a coupling gimbal element 72 to drive structure 70. For example,drive structure 70 is pinned to gimbal element 72 via first joint pin 74a. According to certain aspects, drive structure 70 and first joint pin74 a are configured to translate rotation from actuator 68 to gimbalelement 72. Second driving member 66 also comprises first connection pin76 a configured to couple gimbal element 72 to nose cone portion 30. Forexample, gimbal element 72 is pinned to nose cone portion 30 via firstconnection pin 76 a. Gimbal element 72 and first connection pin 76 a areconfigured to translate rotation from drive structure 70 to nose coneportion 30 to rotate nose cone portion 30 relative to angle cone portion28 and/or base member 26. Thus, drive structure 70, first joint pin 74a, gimbal element 72, and first connection pin 76 a are configured totranslate rotation from actuator 68 to nose cone portion 30, therebydriving nose cone portion 30.

According to certain aspects, drive structure 70 is disposed withinangle cone portion 28, and translates its rotation to gimbal element 72,which then translates the rotation to nose cone portion 30. In someaspects, drive structure 70 comprises a cylindrical body and a conicalhead. First joint pin 74 a may be attached to a tip of the conical headand to a body of gimbal element 72. In some aspects, gimbal element 72comprises a ring (e.g., a universal ring) or some other suitableelliptical body. The ring may surround a body of drive structure 70. Insome aspects, a diameter of the ring may be greater than a diameter ofthe cylindrical body of drive structure 70. In some aspects, across-sectional area of gimbal element 72 is greater than across-sectional area of drive structure 70. The subject technology isnot limited to the arrangement shown in FIGS. 8A and 8B. Drive structure70 and gimbal element 72 may comprise other suitable shapes providedthat the rotation from actuator 68 is translated to nose cone portion30.

According to certain aspects, first joint pin 74 a is alignedperpendicularly to a central axis of drive structure 70 and/or a centralaxis of gimbal element 72. In some aspects, the central axis of drivestructure 70 and/or the central axis of gimbal element 72 may be alignedwith long axis 32 of vehicle 10. In some aspects, second driving member66 comprises second joint pin 74 b coupling gimbal element 72 to drivestructure 70. Second joint pin 74 b may be aligned with first joint pin74 a. In some aspects, drive structure 70, first joint pin 74 a, andsecond joint pin 74 b are configured to translate rotation from actuator68 to gimbal element 72. According to certain aspects, second drivingmember 66 may comprise any suitable number of joint pins such that thejoint pins may translate rotation from drive structure 70 to gimbalelement 72.

In some aspects, first connection pin 76 a is aligned perpendicularly tothe central axis of gimbal element 72 and/or a central axis of nose coneportion 30. In some aspects, the central axis of gimbal element 72and/or the central axis of nose cone portion 30 may be aligned with longaxis 32 of vehicle 10. According to certain aspects, second drivingmember 66 comprises second connection pin 76 b configured to couplegimbal element 72 to nose cone portion 30. Second connection pin 76 bmay be aligned with first connection pin 76 a. In some aspects, gimbalelement 72, first connection pin 76 a, and second connection pin 76 bare configured to translate rotation from drive structure 70 to nosecone portion 30 to rotate nose cone portion 30 relative to angle coneportion 28. According to certain aspects, second driving member 66 maycomprise any suitable number of connection pins such that the connectionpins may translation rotation from gimbal element 72 to nose coneportion 30.

According to certain aspects, gimbal element 72 (and nose cone portion30) is aligned with plane of rotation 38. For example, gimbal element 72is attached to a bottom side of nose cone portion 30, which is inrotatable contact with a top side of angle cone portion 28. Thus, asnose cone portion 30 is rotated relative to angle cone portion 28, agiven point on the bottom side of nose cone portion 30 follows a contourof the top side of angle cone portion 28. For example, if point G ofangle cone portion 28 is rotated to be in contact with point E of nosecone portion 30, point E of nose cone portion 30 would be displacedfarther away from base member 26 compared to if point E were in contactwith point F of angle cone portion 28. According to certain aspects,first and second joint pins 74 a and 74 b facilitate this displacementby acting as a universal joint at which gimbal element 72 may pivot.Thus, gimbal element 72 may tilt about first and second joint pins 74 aand 74 b such that any given point on the bottom side of nose coneportion 30 can follow the contour of the top side of angle cone portion28. In some aspects, gimbal element 72 is configured to pivot aboutfirst joint pin 74 a and/or second joint pin 74 b relative to drivestructure 70 depending on the rotation of angle cone portion 28 relativeto base member 26 and/or the rotation of nose cone portion 30 relativeto angle cone portion 28.

FIG. 9 illustrates an example of method 900 for driving rotationalelements of a vehicle, in accordance with various aspects of the subjecttechnology. Method 900 comprises rotating a first rotational element ofthe vehicle relative to a body of the vehicle (902). Method 900 alsocomprises rotating a drive structure relative to the body (904). Thedrive structure is coupled to a gimbal element via a first joint pin.The gimbal element is coupled to a second rotational element of thevehicle such that when the drive structure is rotated relative to thebody, the second rotational element rotates relative to the firstrotational element. Method 900 also comprises pivoting the gimbalelement about the first joint pin relative to the drive structure basedon the rotation of the first rotational element and the rotation of thesecond rotational element (906).

FIG. 10 is a block diagram illustrating components of controller 1000,in accordance with various aspects of the subject technology. Controller1000 comprises processor module 1004, storage module 1010, input/output(I/O) module 1008, memory module 1006, and bus 1002. Bus 1002 may be anysuitable communication mechanism for communicating information.Processor module 1004, storage module 1010, I/O module 1008, and memorymodule 1006 are coupled with bus 1002 for communicating informationbetween any of the modules of controller 1000 and/or information betweenany module of controller 1000 and a device external to controller 1000.For example, information communicated between any of the modules ofcontroller 1000 may include instructions and/or data. In some aspects,bus 1002 may be a universal serial bus. In some aspects, bus 302 mayprovide Ethernet connectivity.

In some aspects, processor module 1004 may comprise one or moreprocessors, where each processor may perform different functions orexecute different instructions and/or processes. For example, one ormore processors may execute instructions for implementing method 600and/or method 900, and one or more processors may execute instructionsfor input/output functions.

Memory module 1006 may be random access memory (“RAM”) or other dynamicstorage devices for storing information and instructions to be executedby processor module 1004. Memory module 1006 may also be used forstoring temporary variables or other intermediate information duringexecution of instructions by processor 1004. In some aspects, memorymodule 1006 may comprise battery-powered static RAM, which storesinformation without requiring power to maintain the stored information.Storage module 1010 may be a magnetic disk or optical disk and may alsostore information and instructions. In some aspects, storage module 1010may comprise hard disk storage or electronic memory storage (e.g., flashmemory). In some aspects, memory module 1006 and storage module 1010 areboth a machine-readable medium.

In some aspects, controller 1000 is coupled via I/O module 1008 to auser interface for providing information to and receiving informationfrom an operator implementing method 600 and/or method 900. For example,the user interface may be a cathode ray tube (“CRT”) or LCD monitor fordisplaying information to an operator. The user interface may alsoinclude, for example, a keyboard or a mouse coupled to controller 1000via I/O module 1008 for communicating information and command selectionsto processor module 1004.

According to various aspects of the subject disclosure, methodsdescribed herein are executed by controller 1000. Specifically,processor module 1004 executes one or more sequences of instructionscontained in memory module 1006 and/or storage module 1010. In oneexample, instructions may be read into memory module 1006 from anothermachine-readable medium, such as storage module 1010. In anotherexample, instructions may be read directly into memory module 1006 fromI/O module 1008, for example from an operator implementing method 600and/or method 900 via the user interface. Execution of the sequences ofinstructions contained in memory module 1006 and/or storage module 1010causes processor module 1004 to perform methods for varying a trim of avehicle and/or methods for driving rotational elements. For example, acomputational algorithm for varying a trim of a vehicle and/or fordriving rotational elements may be stored in memory module 1006 and/orstorage module 1010 as one or more sequences of instructions.Information such as the rotational speed of angle cone portion 28 and/ornose cone portion 30, the direction in which angle cone portion 28and/or nose cone portion 30 are rotating, the position of tip 12relative to long axis 32, and/or the temperature of a side of vehicle 10(e.g., the temperature of the heatshield on the windward side of vehicle10) may be communicated from processor module 1004 to memory module 1006and/or storage module 1010 via bus 1002 for storage. In some aspects,the information may be communicated from processor module 1004, memorymodule 1006, and/or storage module 1010 to I/O module 1008 via bus 1002.The information may then be communicated from I/O module 1008 to anoperator implementing method 600 and/or method 900 via the userinterface.

One or more processors in a multi-processing arrangement may also beemployed to execute the sequences of instructions contained in memorymodule 1006 and/or storage module 1010. In some aspects, hard-wiredcircuitry may be used in place of or in combination with softwareinstructions to implement various aspects of the subject disclosure.Thus, aspects of the subject disclosure are not limited to any specificcombination of hardware circuitry and software.

The term “machine-readable medium,” or “computer-readable medium,” asused herein, refers to any medium that participates in providinginstructions to processor module 1004 for execution. Such a medium maytake many forms, including, but not limited to, non-volatile media, andvolatile media. Non-volatile media include, for example, optical ormagnetic disks, such as storage module 1010. Volatile media includedynamic memory, such as memory module 1006. Common forms ofmachine-readable media or computer-readable media include, for example,floppy disk, a flexible disk, hard disk, magnetic tape, any othermagnetic medium, a CD-ROM, DVD, any other optical medium, punch cards,paper tape, any other physical mediums with patterns of holes, a RAM, aPROM, an EPROM, a FLASH EPROM, any other memory chip or cartridge, orany other medium from which a processor can read.

The foregoing description is provided to enable a person skilled in theart to practice the various configurations described herein. While thesubject technology has been particularly described with reference to thevarious figures and configurations, it should be understood that theseare for illustration purposes only and should not be taken as limitingthe scope of the subject technology.

There may be many other ways to implement the subject technology.Various functions and elements described herein may be partitioneddifferently from those shown without departing from the scope of thesubject technology. Various modifications to these configurations willbe readily apparent to those skilled in the art, and generic principlesdefined herein may be applied to other configurations. Thus, manychanges and modifications may be made to the subject technology, by onehaving ordinary skill in the art, without departing from the scope ofthe subject technology.

It is understood that the specific order or hierarchy of steps in theprocesses disclosed is an illustration of exemplary approaches. Basedupon design preferences, it is understood that the specific order orhierarchy of steps in the processes may be rearranged. Some of the stepsmay be performed simultaneously. The accompanying method claims presentelements of the various steps in a sample order, and are not meant to belimited to the specific order or hierarchy presented.

Terms such as “top,” “bottom,” “front,” “rear” and the like as used inthis disclosure should be understood as referring to an arbitrary frameof reference, rather than to the ordinary gravitational frame ofreference. Thus, a top surface, a bottom surface, a front surface, and arear surface may extend upwardly, downwardly, diagonally, orhorizontally in a gravitational frame of reference.

A phrase such as “an aspect” does not imply that such aspect isessential to the subject technology or that such aspect applies to allconfigurations of the subject technology. A disclosure relating to anaspect may apply to all configurations, or one or more configurations.An aspect may provide one or more examples of the disclosure. A phrasesuch as an “aspect” may refer to one or more aspects and vice versa. Aphrase such as an “embodiment” does not imply that such embodiment isessential to the subject technology or that such embodiment applies toall configurations of the subject technology. A disclosure relating toan embodiment may apply to all embodiments, or one or more embodiments.An embodiment may provide one or more examples of the disclosure. Aphrase such an “embodiment” may refer to one or more embodiments andvice versa. A phrase such as a “configuration” does not imply that suchconfiguration is essential to the subject technology or that suchconfiguration applies to all configurations of the subject technology. Adisclosure relating to a configuration may apply to all configurations,or one or more configurations. A configuration may provide one or moreexamples of the disclosure. A phrase such as a “configuration” may referto one or more configurations and vice versa.

Furthermore, to the extent that the term “include,” “have,” or the likeis used in the description or the claims, such term is intended to beinclusive in a manner similar to the term “comprise” as “comprise” isinterpreted when employed as a transitional word in a claim.

The word “exemplary” is used herein to mean “serving as an example,instance, or illustration.” Any embodiment described herein as“exemplary” is not necessarily to be construed as preferred oradvantageous over other embodiments.

A reference to an element in the singular is not intended to mean “oneand only one” unless specifically stated, but rather “one or more.” Theterm “some” refers to one or more. Underlined and/or italicized headingsand subheadings are used for convenience only, do not limit the subjecttechnology, and are not referred to in connection with theinterpretation of the description of the subject technology. Allstructural and functional equivalents to the elements of the variousconfigurations described throughout this disclosure that are known orlater come to be known to those of ordinary skill in the art areexpressly incorporated herein by reference and intended to beencompassed by the subject technology. Moreover, nothing disclosedherein is intended to be dedicated to the public regardless of whethersuch disclosure is explicitly recited in the above description.

What is claimed is:
 1. A nose cone assembly comprising: an angle coneportion configured to rotatably couple to a body of a vehicle; and anose cone portion rotatably coupled to the angle cone portion, whereinthe angle cone portion and the nose cone portion are arranged such thata plane of rotation between the angle cone portion and the nose coneportion is slanted at an angle relative to a plane perpendicular to along axis of the vehicle, and wherein a) the angle cone portion isconfigured to rotate relative to the body about the long axis of thevehicle, b) the nose cone portion is configured to rotate relative tothe angle cone portion about an axis normal to the plane of rotation,and c) a tip of the nose cone portion is configured to vary in positionrelative to the long axis of the vehicle based on the rotation of theangle cone portion and the rotation of the nose cone portion.
 2. Theapparatus of claim 1, wherein the vehicle comprises a projectile.
 3. Theapparatus of claim 1, wherein the angle cone portion is configured torotate relative to the body about the long axis of the vehicle in one ofa clockwise direction and a counter-clockwise direction, and wherein thenose cone portion is configured to rotate relative to the angle coneportion about the axis normal to the plane of rotation in the other ofthe clockwise direction and the counter-clockwise direction.
 4. Theapparatus of claim 1, wherein the angle cone portion and the nose coneportion are configured to rotate at the same speed.
 5. The apparatus ofclaim 1, wherein the tip of the nose cone portion is configured to varyin position relative to the long axis of the vehicle along a singleplane parallel to the long axis of the vehicle when the angle coneportion rotates relative to the body and the nose cone portion rotatesrelative to the angle cone portion.
 6. The apparatus of claim 1, whereinthe angle is less than or equal to 6 degrees.
 7. The apparatus of claim1, wherein the tip of the nose cone portion is configured to bedisplaced at less than or equal to 12 degrees from the long axis of thevehicle when the angle cone portion rotates relative to the body and thenose cone portion rotates relative to the angle cone portion.
 8. Theapparatus of claim 1, wherein a proximal end of the nose cone portion isin rotatable contact with a distal end of the angle cone portion,wherein a cross-sectional area of the proximal end of the nose coneportion substantially matches a cross-sectional area of the distal endof the angle cone portion, wherein the proximal end of the nose coneportion is tapered from a first beginning point toward a first endpoint, wherein the distal end of the angle cone portion is tapered froma second beginning point toward a second end point, wherein the tip ofthe nose cone portion is configured to be displaced at a maximumposition relative to the long axis of the vehicle when the first endpoint is in contact with the second end point, and wherein the tip ofthe nose cone portion is configured to be aligned with the long axis ofthe vehicle when the first end point is in contact with the secondbeginning point.
 9. The apparatus of claim 8, wherein a shape of thecross-sectional area of the proximal end of the nose cone portion and ashape of the cross-sectional area of the distal end of the angle coneportion are elliptical.
 10. The apparatus of claim 1, wherein the nosecone portion and the angle cone portion substantially form a cone shapewhen the tip of the nose cone portion is aligned with the long axis ofthe vehicle.
 11. The apparatus of claim 1, further comprising a basemember configured to couple the angle cone portion to the body, whereina proximal end of the angle cone portion is in rotatable contact with adistal end of the base member, and wherein a cross-sectional area of theproximal end of the angle cone portion substantially matches across-sectional area of the distal end of the base member.
 12. Theapparatus of claim 11, wherein a shape of the cross-sectional area ofthe proximal end of the angle cone portion and a shape of thecross-sectional area of the distal end of the base member are circular.13. The apparatus of claim 1, wherein the apparatus is configured toobviate use of at least one of hydraulics and one or more hinges to varythe position of the tip of the nose cone portion relative to the longaxis of the vehicle.
 14. The apparatus of claim 1, wherein a contour ofthe nose cone portion and the angle cone portion is continuous.
 15. Amethod for varying a trim of a vehicle, the method comprising: providingan angle cone portion for rotating the angle cone portion relative to abody of the vehicle about a long axis of the vehicle, wherein the anglecone portion is configured to rotatably couple to the body; andproviding a nose cone portion rotatably coupled to the angle coneportion for rotating the nose cone portion relative to the angle coneportion, wherein the angle cone portion and the nose cone portion arearranged such that a plane of rotation between the angle cone portionand the nose cone portion is slanted at an angle relative to a planeperpendicular to the long axis of the vehicle, wherein the nose coneportion is configured to rotate about an axis normal to the plane ofrotation, and wherein a tip of the nose cone portion is configured tovary in position relative to the long axis of the vehicle based on therotation of the angle cone portion and the rotation of the nose coneportion.
 16. The method of claim 15, wherein the angle cone portion isrotated relative to the body about the long axis of the vehicle in oneof a clockwise direction and a counter-clockwise direction, and whereinthe nose cone portion is rotated relative to the angle cone portionabout the axis normal to the plane of rotation in the other of theclockwise direction and the counter-clockwise direction.
 17. The methodof claim 15, wherein the angle cone portion and the nose cone portionare rotated at the same speed.
 18. The method of claim 15, wherein thetip of the nose cone portion is configured to vary in position relativeto the long axis of the vehicle along a single plane parallel to thelong axis of the vehicle when the angle cone portion is rotated relativeto the body and the nose cone portion is rotated relative to the anglecone portion.
 19. An airborne vehicle comprising: a body; and a nosecone assembly comprising: an angle cone portion rotatably coupled to thebody; and a nose cone portion rotatably coupled to the angle coneportion, wherein the angle cone portion and the nose cone portion arearranged such that a plane of rotation between the angle cone portionand the nose cone portion is slanted at an angle relative to a planeperpendicular to a long axis of the vehicle, and wherein a) the anglecone portion is configured to rotate relative to the body about the longaxis of the vehicle, b) the nose cone portion is configured to rotaterelative to the angle cone portion about an axis normal to the plane ofrotation, and c) a tip of the nose cone portion is configured to vary inposition relative to the long axis of the vehicle based on the rotationof the angle cone portion and the rotation of the nose cone portion. 20.The vehicle of claim 19, wherein the nose cone assembly furthercomprises a heat shield forming an outer layer of the nose coneassembly, the heat shield being distributed symmetrically about the longaxis of the vehicle.